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.V. .V. Bcinan. Architect. 

BRYSON APARTMENT BUILDING. CHICAGO. THE FIRST BUILDING IN THE 

UNITED STATES TO BE ERECTED ON CONCRETE PILES 

BUILT ON RAYMOND CONCRETE PILES 




CONCRETE PILE 
CONSTRUCTION 



f 



NEW YORK and CHICAGO 

BALTIMORE PHILADELPHIA PITTSBURGH ST. LOUIS 



COPYRIGHT, 1910, BY 

RAYMOND CONCRETE PILE CO. 

NEW YORK 



/(?-■' 



MANUFACTURERS PUBLICITY 
CORPORATION 
NEW YORK 



©CI.A268664 



INTRODUCTORY 

IN June, 1 90 1 , the Raymond Concrete Pile Com- 
pany placed the first concrete pile in the United 
States. Between that date and January 1 , 1910, 
this organization placed more than a million and a 
half feet of concrete piling. 

We are not only the pioneers of concrete piling in 
the United States, but also its most experienced and 
successful exponents. More than 75 per cent, of 
the concrete piles in this country are now being 
placed by us. 

We have placed concrete piling in almost every 
section of the United States ; m such widely varying 
soils as the blue clay of Chicago, the silt of the 
Missouri River and the sandy beaches of Coney 
Island and Atlantic City; in the foundations of 
structures ranging from manufacturing plants, docks, 
gas holders and smoke stacks, to viaducts, office 
buildings, hotels and private residences. 

We have developed an organization whose ability, 
experience and resourcefulness fit it to successfully 
solve foundation problems in general and piling 
foundation problems in particular. 

This organization is not merely one of specialists 
skilled and experienced in the designing, making 
and placing of concrete piling to meet any condition 
where piling is necessary; it is also quahfied by ex- 
perience to design and build difficult foundations, 
docks, piers, bulkheads, sea-walls, retaining walls, 
and other types of reinforced concrete structures. 

[ 5 ] 



This broad experience renders our service more 
valuable to our clients than that of any other piling 
organization. 

In the follow^ing pages will be found a detailed ex- 
position of the advantages offered by concrete piling, 
together with a description of the Raymond system 
and of some of the more notable contracts that we 
have executed. The illustrations of structures sup- 
ported on Raymond concrete piles and of other 
types of construction work executed by us demon- 
strate the breadth of our experience — a determining 
factor in many of the contracts awarded to us. 



[6] 



THE SCOPE OF OUR WORK 

WE design, make and place concrete piles and 
sheet piles to meet any condition where piling 
is necessary. 

We also design and build difficult foundations, docks, 
piers, bulkheads, sea walls, retaining walls and other 
types of reinforced concrete structures. 

We will take pleasure in submitting plans and esti- 
mates for foundations embodying concrete piles, 
upon receipt of the general foundation plans, ac- 
companied by data regarding soil conditions, loads 
to be carried, etc. Upon request, we will send a 
representative anywhere at any time, and at our 
expense, to figure on prospective work. 

Our engineering department will make investigations, 
without charge, for individuals, estates, corporations 
and municipalities owning water-front properties 
that are now occupied by timber docks, piers, 
wharves and bulkheads, and submit designs for, and 
cost estimates of, permanent construction. 

Engmeers, architects and others interested in 
concrete piling and other permanent foundation 
methods are cordially invited to arrange with our 
nearest office for an inspection of our work under 
way in their vicinity. 



[ 7 ] 



CONTENTS 



PAGE 

INTRODUCTORY 5 

THE SCOPE OF OUR WORK 7 

THE DEVELOPMENT OF THE CONCRETE PILE 15 

The Most Widely Used Type of Concrete Pile ... 15 

Local Conditions Determine Type of Pile to be Used . . 15 

THE METHOD OF MAKING AND PLACING 

RAYMOND PILES 19 

The Shell 19 

The Core 19 

Assembling the Shell 19 

Placing the Shell 19 

Filling the Shell 21 

Reinforcing the Pile 21 

Standard Sizes 21 

THE BASIS OF THE SUPERIORITY OF THE 

RAYMOND PILE 23 

The Function of the Shell 23 

The Importance of Protecting the Setting Concrete Against 

Distortion 23 

Speed in Placement 25 

Inspecting the Pile Before Completion 25 

Testing the Carrying Capacity 25 

The Advantages of the Tapering Shape 27 

Comparative Tests of Piles of Varying Tapers .... 27 

The Economy of Tapering Piles 29 

Where Straight Piles are Preferable 29 

How Straight Piles Increase the Cost of Foundations . . 31 

THE ECONOMY OF CONCRETE PILING 33 

Why Concrete Piling is Superior to Wood Piling ... 33 

The Disadvantages of Wood Piling 33 



[9] 



CONTENTS 

THE ECONOMY OF CONCRETE PILING- (Continued) 

PAGE 

The Basis of Comparison between Wood and Concrete 

Piling 33 

The Difficulty of Estabhshing Standard Prices of Con- 
crete Piles 35 

The Reason for the Greater Carrying Capacity of Con- 
crete Piles 37 

Concrete Piles Independent of Permanent Water Line . 37 

The Cause of Decay of Wood Piling 39 

Importance of Constant Saturation of Wood Piling ... 39 

Conditions that Menace Constant Saturation 41 

Influence of Water-Line Upon Cost of Piling 49 

Saving in Time Effected Through the Use of Concrete 

Piles 51 

The Advantages of Concrete Piles over Spread Founda- 
tions 53 

SOME ILLUSTRATIONS OF THE INITIAL ECON- 
OMY OF RAYMOND PILES 57 

U. S. Naval Academy, Annapolis 57 

Reinforced Concrete Conduits 59 

SPECIFICATIONS FOR RAYMOND PILES 63 

CONCRETE DOCKS. BULKHEADS AND SIMILAR 

STRUCTURES 65 

The New Adantic City Boardwalk 65 

The Missouri River Revetment 67 

The New Baltimore Docks 69 

The Advantages of Concrete Docks and Bulkheads . . 73 

The American Tobacco Company's Bulkhead .... 75 

The International Harvester Company's Bulkhead . . 77 

The Maryland Steel Company's Ore Dock 77 

SOME USERS OF RAYMOND PILES 79 



[ 10 



ILLUSTRATIONS 

PAGE 

MAKING, PLACING AND TESTING CONCRETE PILES 

Method of Making Shells for Raymond Piles 16 

The Various Sections Constituting the Shell of a Raymond 

Pile 18 

Raymond Pile Core and Shell 20 

Shell of a Raymond Pile Driven to Refusal and Core About 

to be Withdrawn 22 

Raymond Pile Core Collapsed and Partly Withdrawn from 

Shell 24 

A Completed Raymond Pile Without Reinforcement . . 24 
Placing Raymond Pile Foundations for Crunden-Martin 

Woodenware Company Building 26 

Foundation of Reinforced Raymond Piles for Part of One 
of the Settling Basins at the Chain of Rocks Water Supply 
Plant, St. Louis 98 

Pier of 20-ins. Raymond Piles 116 

Raymond Pile Footings, Cuyahoga Viaduct, Cleveland . . 30 
Building Floor Girders Directly Upon Raymond Piles, 

U. S. Immigrant Station, Ellis Island, New York ... 86 
Test Load on a Raymond Pile Placed for New Montreal 

Harbor Sheds 28 

Test Load on a Raymond Pile Placed for the Denison 

Harvard Viaduct, Cleveland 1 04 

Test Load on a Raymond Pile Placed for the Academic 

Group, U. S. Naval Academy, Annapolis 112 

Test Load on Four Raymond Piles Placed for New Legis- 
lative Buildings, Regina, Saskatchewan 92 

Method of Handling and Driving Cast Piles for New 

Boardwalk, Atlantic City, New Jersey 32 

Handling Cast Piles, U. S. Government Revetment, 

Missouri River 34 

Driving Cast Piles, U. S. Government Revetment, Missouri 

River 36 

Swinging Reinforced Concrete Sheet Pile into Position for 

Driving, Baltimore Municipal Docks 38 



[ 11 ] 



ILLUSTRATIONS 

PAGE 

THE DISADVANTAGES OF WOOD PILING 

Typical Effects of Over-Driving upon Wood Piling ... 40 
Damage Inflicted by the Teredo Upon Wood Piling Along 

the Pacific Coast 42 

STRUCTURES BUILT ON RAYMOND PILES 

PUBLIC. SEMI-PUBLIC AND OTHER BUILDINGS 

Bryson Apartment Building, Chicago .... i Frontispiece) 2 

International Bureau of American Republics, Washington . 62 

Academic Group, U. S. Naval Academy, Annapolis . . 44 

Soldiers* and Sailors' Memorial Building, Pittsburgh ... 60 

Post Office, East St. Louis, Illinois 136 

Synagogue, Congregation Beth Elohim, Brooklyn .... 99 
Contagious Diseases Hospitals, U. S. Immigrant Station, 

Ellis Island, New York 48 

Hospital, U. S. Immigrant Station, Ellis Island, New York 135 
Baggage Room and Dormitory, U. S. Immigrant Station, 

Ellis Island, New York . 137 

Insane Ward, U.S. Immigrant Station, Ellis Islcind, New York 1 42 

New Legislative Buildings, Regina, Saskatchewan ... 54 

New Harbor Sheds, Montreal 54 

Auditorium, Denver, Colorado 1 03 

Grandstand, National League Base Ball Park, Pittsburgh 145 

Public Bath No. 1, Brooklyn 149 

Addition to Rome-Miller Hotel, Omaha I 56 

Statler Hotel. Buffalo 131 

Williams Apartment House, New York 1 06 

Residence, Duncan Joy, Esq., St. Louis 100 

LIBRARIES AND SCHOOLS 

Public Library, New Orleans 94 

Crunden Branch Library, St. Louis 117 

Public Library, Council Bluffs, Iowa 153 

Public Library No. 3 1 , New York 110 

Trumbull School, Chicago 141 

Bowen High School, South Chicago 147 

Kindergarten Building, New York 119 

Public School No. 1 7, New York 83 

Public School No. 32, Jersey City, New Jersey .... 1 29 



[ 12] 



ILLUSTRATIONS 

STRUCTURES BUILT ON RAYMOND PILES — (Continued) 

PAGE 
OFFICE, LOFT AND SIMILAR BUILDINGS 

Standard Oil Company Building, Baltimore 56 

Richman Realty Building, New York 96 

Essex Building, St. Paul 114 

Exchanges, Chicago Telephone Co., Chicago .... 84, I 54 

Lindeke-Warner Building, St. Paul 120 

Seelman Building, Milwaukee 155 

Strohmeyer & Arpe Building, New York 107 

Harder Realty Building, New York 157 

Mcixwell-Briscoe Building, Chicago 143 

Locomobile Company of America Building, Chicago . . 1 60 

Garage, Locomobile Company of America, Boston ... 1 32 
WAREHOUSES 

Trinity Corporation Warehouse, New York 126 

Depew Warehouse, New York 151 

Shaughnessy Warehouse, St. LouiS 108 

Willow Street Warehouse, Philadelphia 1 59 

Eldridge & Higgins Warehouse, Marietta, Ohio .... 128 

Emerson Warehouse, St. Louis 158 

Philadelphia Warehousing and Cold Storage Building, 

Philadelphia 118 

U. S. Express Company Building, New York 1 50 

MANUFACTURING BUILDINGS 

General Electric Company Buildings, Schenectady, 

New York 46, 90, 1 1 5 

Westinghouse Electric and Manufacturing Company 

Building, East Pittsburgh 82 

Troy Laundry Machinery Company Building, Chicago . 95 

Hooper Laundry Company Building, Salem, Massachusetts 1 1 3 

Lawler Flour Mill, New Orleans 52 

Bakery, John Schmalz Sons Company, Hoboken, New Jersey 1 09 

Frazee-Potomac Laundry, Washington, D. C 1 52 

Bemis Bros. Bag Company Building, St. Louis 134 

Marietta Chair Company Building, Marietta, Ohio ... I 30 
Mill Building, A. & S. Wilson Compeiny, Allegheny, 

Pennsylvania 1 05 



[ 13 



ILLUSTRATIONS 

STRUCTURES BUILT ON RAYMOND P\LES- (Continued) 

PAGE 

Gulf Bag Company Building, New Orleans 148 

Reinforced Concrete Sand and Gravel Bins, Arundel Sand 

& Gravel Co., Baltimore 121,122,123 

POWER HOUSES 

West Jersey & Seashore R. R. Company, Westville, 

New Jersey 58 

Union Railway Company, New York 125 

Union Electric Company, Dubuque, Iowa 101 

American Railways Company, Tyrone, Pennsylvania . . 85 

Coney Island Railway, Brooklyn Ill 

Philadelphia Rapid Transit Company, Philadelphia . . . 127 
Maiden & Melrose Gas Light Company, Maiden, 

Massachusetts 93 

New York & Richmond Gas Company, Clifton, Staten 

Island, New York 97 

RAILWAY BUILDINGS 

Car Barns, New York City Railway Company, New York 9 1 

Rapid Transit Car Barns, Brooklyn 102 

Denver & Rio Grande Railway Station, Grand Junction, 

Colorado 124 

Car Shops, Big Four Railroad, Mount Carmel, Illinois . . 146 

VIADUCTS 

Norfolk & Western Railway Viaduct, Kenova, West 

Virginia 1 14 

Canadian Pacific Railway Viaduct, Lethbridge, Alberta . 50 

DOCKS, BULKHEADS AND SIMILAR STRUCTURES 

New Boardwalk, Atlantic City, New Jersey 64, 133 

U. S. Government Revetment Along the Missouri River . 66 

New Municipal Docks, Baltimore 68,87, 88, 89 

Concrete Bulkhead, J. S. Young Plant, American Tobacco 

Company, Baltimore 70 

Concrete Ore Dock, Maryland Steel Company, Sparrows 

Point, Maryland 74, 76, 78, 80 

Concrete Bulkhead, International Harvester Company, 

Chicago 72, 138, 139. 140 



[ 14 ] 



THE DEVELOPMENT OF THE 
CONCRETE PILE 

I 'HE development of the concrete pile was the result 
■*• of two causes: (1) the great increase in the cost of wood 
piles, and (2) the demand for an absolutely permanent form of 
piling. The extent of these causes is best indicated by the 
almost immediate favor with which the concrete pile was 
received by architects and engineers. Metaphorically speaking, 
the concrete pile may be said to be still in its infancy — its birth 
dates back hardly more than a decade — although the degree to 
which it is being employed would indicate a more mature stage 
to the casual observer. It is only a question of time when it 
will completely supplant its wooden prototype. Wood piles 
will never become cheaper. Neither can they be permanent 
except in rare cases. 

THE MOST WIDELY USED TYPE OF CONCRETE PILE 

A. A. Raymond, a Western railroad bridge builder, was the 
pioneer of the concrete pile in the United States. He was the 
originator of the type of concrete pile made in place with a per- 
manent shell or form. That the Raymond type has proven 
itself to be more adaptable than any other is evidenced by its 
use in more than 75 per cent, of the concrete pile foundations 
now being placed in this country. The reason for this suprem- 
acy is apparent when consideration is given to the facility that 
the Raymond system affords for rigid inspection and scientific 
checking during the process of placing the pile. This insures a 
perfect pile and accurately ascertains its bearing capacity before 
the pile is subjected to its load. 

LOCAL CONDITIONS DETERMINE TYPE OF PILE 
TO BE USED 

To state that a certain type of pile will meet any and every 
condition is analogous to saying that a certain type of bucket 
will do any and every kind of digging. It may be suited to 



[ 15 



RAYMOND CONCRETE PILE COMPANY 




[ 16 



DEIELOPMENT OF THE CONCRETE PILE 

certain cases, but not to others. We do not claim a universal 
application for the Raymond pile. We do claim, however, 
that the Raymond pile is applicable to most cases where piling 
is necessary. 

We have had a longer and wider experience in placing concrete 
piles than any other organization in the United States. In the 
course of this experience, we have come to recognize the fact 
that every situation requires careful individual study in order to 
determine just what is best suited to meet the local condition. 
We give each job special consideration, and then design and 
build whatever best meets the need. In most building- 
foundations, a Raymond pile without reinforcement fulfils every 
requirement. In others, reinforcement is necessary because of 
lateral strains. In dock construction, careful attention must be 
paid not only to the soil conditions, but also to the depth of 
water, exposure to storms, etc., and in the construction of bulk- 
heads the character and weight of the fill to be retained. All 
of these factors must be considered in designing the type of 
concrete piling to be used. 

Though the Raymond pile is more adaptable for foundation 
work than any other type of concrete pile, there are certain 
conditions under which it is sometimes desirable to use rein- 
forced concrete piles that are cast in molds before being placed. 
Those used by us in the construction of the new boardwalk at 
Atlantic City; in revetment work for the U. S. Government 
along the Missouri River at Elwood, Kansas ; the reinforced 
concrete sheet piles that we employed in the construction of the 
new docks for the city of Baltimore ; the reinforced concrete 
bulkheads for the International Harvester Company at Chicago 
and the Maryland Steel Company at Sparrows Point, Md., are 
examples of cast concrete piles that we designed to meet special 
and widely varying requirements. 



[ 17] 



RAYMOND CONCRETE PILE COMPANY 




[ 18] 



THE METHOD OF MAKING AND 
PLACING RAYMOND PILES 

TTHE Raymond pile is made by driving a tapering sheet steel 

■^ shell to refusal by means of a collapsible steel core, with- 

drawmg the core and thereupon filling the shell with concrete. 

THE SHELL 

The shell consists of a number of conical sections that are formed 
by uniting the vertical edges of \.y/o lengths of 1 8 to 20-gauge 
sheet steel, bent into shape by a cornice brake. The diameters 
of the sections range in a decreasing ratio from the uppermost 
section dow^n to the point or boot. The latter is stamped from 
a single piece of 1 6-gauge stock. 

THE CORE 

The core is composed of three steel segments forming a tapering 
cylinder or cone. The segments are separated or brought to- 
gether through the action of a series of w^edges. 

ASSEMBLING THE SHELL 

The shell is assembled by slipping the various sections compos- 
ing it over the core, the segments of which are expanded at this 
stage. Placing the boot in position over the point of the core 
completes the shell. The sections overlap sufficiently to exclude 
soil, water, or any other foreign substance that might otherwise 
gain admission into the shell while it is being placed. 

PLACING THE SHELL 

After the core is completely encased in the shell, it is driven to 
refusal. The core is thereupon withdrawn by bringing the seg- 
ments together, or "collapsing the core," as the operation is 
termed. The shell, which is of sufficient strength to retain its 
shape after the withdrawal of the core, remains permanently in 
the ground and acts as a mold or form for the concrete. 



[ 19] 



RAYMOND CONCRETE PILE COMPANY 




RAYMOND PILE CORE AND SHELL 

THE SHELL. SHOWN TO THE RIGHT OF CORE, APPEARS AS IT WOULD BE 

WHEN IN POSITION IN THE SOIL 
[ 20 ] (See page 19) 



MAKING AND PLACING RAYMOND PILES 

FILLING THE SHELL 

Before being filled, the shell is subjected to careful inspection. 
After inspection, it is filled with thoroughly mixed con- 
crete, composed of one part good Portland cement, three parts 
sharp sand, and five parts crushed stone or gravel of suitable size. 

REINFORCING THE PILE 

If the pile is to be reinforced, the reinforcing material is placed 
in the shell prior to the placing of the concrete. This operation 
IS simple and requires no unusual skill. 

STANDARD SIZES 

The dimensions of the standard sizes of Raymond concrete piles 
are as follows : 

at the top and 6 ins. at the point 



20 ft. 


long, 20 ins. 


25 


20 " 


30 ' 


20 " 


35 ' 


18 " 


40 ' 


18 " 



RAYMOND CONCRETE PILE COMPANY 




A RAYMOND PILE DRIVEN TO REFUSAL AND CORE ABOLT 
TO BE WITHDRAWN 

I See page 1 9) 



[22] 



THE BASIS OF THE SUPERIORITY OF 
THE RAYMOND PILE 

THE FUNCTION OF THE SHELL 

nPHE shell of the pile protects the setting concrete against being 
-■■ cut off or seriously warped or displaced by the compression 
of the soil caused by the driving of adjacent piles. It likewise 
prevents the admixture of any foreign material that might tend to 
impair the bond of the concrete. Thus the many and serious 
dangers that threaten piles made in place without a permanent 
shell, or without any shell whatever, are completely avoided. 

THE IMPORTANCE OF PROTECTING THE SETTING 
CONCRETE AGAINST DISTORTION 

No careful engineer or architect will permit green concrete to 
be placed in quicksand, silt, soft mud or any other porous or 
unstable material, without the protection of a form. It is of still 
greater importance that the concrete be protected when it is 
placed below the surface of the ground, where the pressure is 
often very great. In ninety per cent, of the cases where made- 
in-place concrete piles are employed, a permanent form is abso- 
lutely essential to complete success. 

It does not suffice to know that a quantity of concrete equal to 
the cubic capacity of the hole made, has been deposited therein. 
It has been demonstrated by exposing concrete piles made 
without a protecting form, that they are often of widely varying 
diameter, due to the unequal pressure upon the soft concrete of 
the differing strata of soil displaced. The diametric measure- 
ments of one such pile often vary as much as from 3 ft. to 5 
or 6 ins. This variation, which, in most soils, is inevitable 
when no form is used, is likely to be still further increased 
by the driving of closely adjacent piles. 

Failure to secure uniform results cannot occur where a shell or 
protecting form is used that permanently remains in the ground. 
This shell not only successfully resists the soil pressure when 



[23 



RAYMOND CONCRETE PILE COMPANY 




RAYMOND PILE CORE COLLAPSED AND PARTLY WITHDRAWN FROM SHELL. 

COMPLETED RAYMOND PILE WITHOUT REINFORCEMENT 

(See page 19) 



[24] 



SUPERIORITY OF THE RAYMOND PILE 

the core is withdrawn, but, when filled with concrete, will 
withstand the additional pressure caused by the driving of 
adjacent piles. 

SPEED IN PLACEMENT 

Speed in placement is still another point of superiority in the 
Raymond pile. Raymond piles can be placed more rapidly 
than any other type of concrete pile. The placing of piles can 
be commenced immediately after the proper equipment has been 
assembled at the site of the work. As soon as the shell of a 
pile has been placed, the core is easily and quickly withdrawn 
and the driver, which is mounted on a turn table, is then turned 
to place another shell whi e the first one is being filled. If cast 
piles are used, however, their constituent materials must be 
transported to the site and the piles cast. A seasoning period 
of 30 days must then be allowed to elapse before the piles are 
ready to be handled and driven without injury. Considerable 
time IS also lost in dragging cast piles to the driver, adjusting 
them in the leads and then driving or jetting them. 

INSPECTING THE PILE BEFORE COMPLETION 

Perhaps the chief points of superiority of the Raymond pile are 
the absolute assurance of the permanent integrity of its shape 
and the tested carrying capacity of every individual pile. The 
first is afforded by the inspection of the shell of each pile before 
it is filled. Should the shell, after the withdrawal of the driving 
core, be found to have been distorted through extreme soil pres- 
sure or should any foreign material have gained entrance into it, 
It IS possible to remedy the defect at this stage, before the pile is 
completed. Any distortion that may occur in a pile made in 
place without a form, or with only a temporary form ; or any 
fracturing that may occur during the driving of a molded pile, 
must, of necessity, remain hidden, subsequent settlement, perhaps, 
calling attention to the existence, though not to the extent or to 
the nature, of the concealed fault. 

TESTING THE CARRYING CAPACITY 

The method of placing the shell of a Raymond pile makes it 
possible to observe the penetration under each blow of the 



[25] 



RAYMOND CONCRETE PILE COMPANY 




[26 



Si' PERI OR! TV OF THE RAYMOND PILE 

hammer. Smce the weight of the drivmg core and hammer are 
constant, a comparison of the carrying capacity of each pile can 
be very accurately predetermined by noting the final resistance 
to each blow of the hammer ; or, in other words, the number 
of blows to the last inch of penetration. It has been found, as 
a result of a large number of tests, that this method of measuring 
the resistance is practically as good as loading the pile. 

THE ADVANTAGES OF THE TAPERING SHAPE 

During his extensive experience with wood piles, Mr. Raymond 
observed that in friction soils tapered piles afforded a better 
carrying capacity than straight piles. On that account, when 
he invented the Raymond pile, he experimented with a variety 
of tapers. The sizes and shapes of the Raymond piles now 
used are the results of these experiments. They are calculated 
to give the maximum resistance for a given length. While we 
recognize the value of straight piles under certain conditions and 
recommend and place them when such conditions exist, in a 
great majority of cases the tapered Raymond pile proves itself 
the most effective. 

Our conviction that the tapering rather than the straight pile has 
the advantage in carrying capacity is based on data received from : 

1 . a comprehensive record of the resistance encoun- 
tered in driving; 

2. an extensive series of loading tests, during which 
the real carrying power of the pile has been checked 
with the resistance encountered at the time of driv- 



COMPARATIVE TESTS OF PILES OF VARYING TAPERS 

During the fall of 1 906, we carried out, in Boston, an extensive 
series of tests with three piles having a variety of tapers. The 
records of these tests substantiate our claim as to the value of 
the tapering shape. They were made under the supervision of a 
prominent engineer, who contended that for the soil in question, 
a straight pile possessed certain advantages over a tapered pile. 
This engineer's attitude was based on the belief that increased 



[27 ] 



RAYMOND CONCRETE PILE COMPANY 




[28] 



SUPERIORITY OF THE RAYMOND PILE 

surface area afforded increased friction and consequently in- 
creased carrying capacity. 

To make sure of this point, two piles, each 20 ft. long, were 
driven within a few feet of each other. One core, "Core A," 
was 1 3 ins. in diameter at the point and 1 8 ins. in diameter 
at the top, while the other, "Core B," was 6 ins. in diameter 
at the point and 20 ins. in diameter at the top. "Core A," 
with the large point, drove fairly hard from the start, and re- 
quired 944 blows of the steam hammer to secure a penetration 
of 20 ft., 8 blows being required to secure the last inch of 
penetration. "Core B," with the smaller point, started easily. 
But, while It required only 875 blows to secure 20 ft. of pen- 
etration, 21 blows were necessary to drive the last inch. 

At the expiration of about a month, both piles were loaded 
and carefully tested. The test showed that the pile with the 
greater taper carried a proportionately greater load, showing 
no appreciable settlement up to 65 tons. This result is particu- 
larly interesting, in view of the fact that the engineer who made 
the tests did so for the specific purpose of demonstrating that a 
straight pile has a greater carrying capacity than a tapered pile. 
The results of these tests have been repeatedly confirmed in the 
course of our experience. 

THE ECONOMY OF TAPERING PILES 

The record of the test made of a 35 -ft. pile driven in the same 
ground as the other piles is of interest as showing the economy 
of tapering piles. This pile measured 8 ins. at the point and 
18 ins. at the top. On account of its less taper it was possible 
to secure a penetration some 1 5 ft. deeper with this pile than 
with the 20-ft. pile having the greater taper. But, notwith- 
standing the increased length of the pile, its carrying capacity 
under load was not as great as that of the short pile. 

WHERE STRAIGHT PILES ARE PREFERABLE 

There are places where a straight pile has its advantages ; for 
instance, where a semi-fluid material overlies rock or hard-pan and 



[29] 



RAYMOND CONCRETE PILE COMPANY 




[30] 



SUPERIORITY OF THE RAYMOND PILE 

the pile must be considered as a column. But these conditions 
are seldom encountered m actual practice. 

HOW STRAIGHT PILES INCREASE THE COST OF 
FOUNDATIONS 

The failure to appreciate the greater carrying capacity of a 
tapered pile has caused a material increase in the cost of many 
concrete pile foundations, for the reason that contracts are often 
awarded on the basis of the lowest price per lineal foot. It is 
well-known that the cost of piling is, in a measure, inversely 
proportional to the number of feet involved in the contract. It 
is, therefore, obvious that the bidder who contemplates the use 
of a pile or form that is straight or nearly so, realizes, unless the 
site overlies hard-pan or rock, that practically any desired pen- 
etration may be secured. In other words, a 40-ft. straight pile 
can be used where a 20-ft. tapered pile would be more effective. 
This means that twice the necessary number of lineal feet of 
piling has to be paid for. This principle is well illustrated in 
New Orleans, where some recent important structures are rest- 
ing on 20-ft. tapered concrete piles that were substituted for 
wood piles of much greater length. Tests on the short, tapered 
concrete piles showed an increase in carrying capacity over the 
longer wood piles of from 25 per cent, to 50 per cent. 



(31 ] 



RAYMOND CONCRETE PILE COMPANY 




METHOD OF HANDLING AND DRIVING CAST PILES FOR NEW BOARDWALK, 
ATLANTIC CITY. NEW JERSEY 

( See page 65 ) 



[32] 



THE ECONOMY OF CONCRETE PILING 

WHY CONCRETE PILING IS SUPERIOR TO WOOD 
PILING 

The superiority of concrete piling over wood piling consists of: 

1 . its permanence and, therefore, immunity from decay and the attacks 
of boring animals ; 

2. its economy, due to 

(a) the smaller and lighter footings secured by the use of fewer piles; 
(h) the decreased unit pressures on the soil, due to the decreased weight of 
the footings ; 

(c) the practical elimination of shoring or underpinning, sheeting, pumping, 
deep excavations cind the sawing-off of piles, and the reduction of the 
quantity of masonry necessary where wood piling is employed; 

(d) speed in placement effected through the elimination and reduction of the 
foregoing items and consequent earlier productiveness of the investment. 

THE DISADVANTAGES OF WOOD PILING 
The chief disadvantages of wood piling are: 

1 . its lack of absolute dependability due to its exposure to 
(a) rot caused by imperfect saturation ; 

(i) the attacks of marine borers, teredos and limnorias and wood borers; 
(c) destruction or impairment through over-driving; 

2. its lack of economy, due to 

(a) constantly increasing price; 

(h) the heavy expense for shoring or underpinning, sheet piling, pumping, 
excavation, masonry work, etc., in the attempt to assure permanent satur- 
ation. 

A comparison of the foregoing disadvantages of wood piling 
with the advantages offered by concrete piling, will speedily 
demonstrate why the latter has, during its few years of existence, 
gained such a strong foothold. 

THE BASIS OF COMPARISON BETWEEN WOOD AND 
CONCRETE PILING 

In discussing the comparative merits of wood and concrete piling, 
cost is often the determining factor in the mind of the investor. 
But the absolute certainty as to the permanence of a concrete 



[33 ] 



RAY MO 



ND CONCRETE PILE COMPANY 




I 34 1 



ECONOMY OF CONCRETE PILING 

pile foundation should outweigh all consideration of cost. When 
concrete piles were first introduced in the United States, the 
conditions that menace the permanent saturation of wood piling 
had not attained their present proportions. Consequently, cost, 
m a great majority of mstances, overbalanced all other consider- 
ations. The growing appreciation among architects and engi- 
neers of the many dangers that constantly threaten the integrity 
of wood piling, has produced a change of feeling regarding the 
sometimes seemingly excessive initial cost of concrete piling. 

The following are the absolute essentials of a good piling foun- 
dation: It must carry the load of the superstructure without 
settlement; it must be permanent; and it must be placed with 
dispatch in order to save rent, interest, etc., during the construc- 
tion period. These are the essentials that govern the cost of a 
foundation. There are minor ones but these are either so small 
as to be negligible; or else they affect the cost of concrete and 
wood piles alike. 

In taking up the first essential — the ability of the foundation to 
carry the load of the superstructure without settlement — it is 
assumed that the load is to be the same for both types of piling 
and that the same bearing power must, therefore, be developed 
by both. The first problem, then, is to determine the cost of 
a concrete pile as compared with that of sufficient wood piles 
to develop the same bearing power. It should be understood 
that any statements made must be general because local 
conditions radically affect the problem. Details of specific 
operations might be furnished ; but they would probably be 
misleading on account of conditions differing from those of any 
other. An average basis will therefore be assumed for com- 
parison and the local conditions that might change this basis 
will be pointed out. 

THE DIFFICULTY OF ESTABLISHING STANDARD 
PRICES OF CONCRETE PILES 

The cost of concrete piles, due to their manufacture on the 
ground, is wholly dependent upon local conditions ; such as cost 
of transporting machinery to the site; the availability of the 



[35 ] 



RAYMOND CONCRETE PILE COMPANY 




DRIVING CAST PILES FOR U. S. GOVERNMENT REVETMENT ALONG THE 
MlSSCURl RIVER 

(Se< page 67; 



1 36 



ECONOMY OF CONCRETE PILING 

materials entering into the making of the piles ; the character of 
the soil to be penetrated ; the number and spacmg of the piles ; 
and the general labor conditions incident to the locality. For 
this reason it is impossible to make fixed or standard prices of 
concrete piles. So necessary is a knowledge of local conditions 
in making estimates that we cannot fix prices even in the most 
general way. 

THE REASON FOR THE GREATER CARRYING 
CAPACITY OF CONCRETE PILES 

In general, however, it is assumed that, per lineal foot, concrete 
piles will cost four times as much as wood piles driven under 
the same conditions ; that in 90 per cent, of the soils encountered, 
the necessary length of the wood pile is about 50 per cent, more 
than that of the concrete pile ; and that the load supported by a 
concrete pile can be safely doubled over that supported by a wood 
pile. In making the first assumption, this ratio of cost is based 
on a number of different cases; and since wood and concrete 
pile driving are essentially the same operation ; and as the local 
conditions which affect the actual pile driving influence both to 
practically the same degree; this ratio remains the same, what- 
ever the conditions. The local condition that does affect the 
cost, however, is the price of materials. 

The rest of the assumption, namely, that shorter and fewer 
concrete piles can be substituted for wood piles, must also be 
explained. As the average concrete pile is made up in what- 
ever shape desired, greatly increased bearing power can be ob- 
tained by using the shape best adapted to develop the bearing 
power of the soil in question. Furthermore, as the concrete 
pile, supported by the earth on all sides, is good for practically 
the safe load that the square area of its head will hold, its ability 
to carry such a load is much increased by its greater area as 
compared with that of an average wood pile. 

CONCRETE PILES INDEPENDENT OF PERMANENT 
WATER LINE 

The second feature of a good piling foundation to be considered, 
is permanency. There is only one sure way known today of 



[37] 



RAYMOND CONCRETE PILE COMPANY 




BALTIMORE MUNICIPAL DOCKS— SWINGING REINFORCED CONCRETE SHEET 
PILE INTO POSITION FOR DRIVING 

(See page 69) 

[ 38 ] 



ECONOMY OF CONCRETE PILING 

making a wood pile permanent ; namely, sawmg it off at a point 
below the water line, or at a point at which the pile-head will 
be continuously wet. This means that the footing or capping, 
resting on the piles and supporting the superstructure, must be 
carried below the permanent water line. Here is a point where 
the concrete pile effects a big saving in expense, as it can be 
placed without regard to the water line. 

THE CAUSE OF DECAY OF WOOD PILING 

Merely keeping wood piling moist without entire saturation, 
though it is often thought to be sufficient, will not prevent the 
propagation of the fungi that attack it. Only by depriving the 
fungi of air, the result obtained by submerging wood piling in 
water, can decay be prevented. Besides food, a fungus requires 
heat, air and moisture for its development. The necessary heat 
IS supplied by almost every climate in which wood piling is 
used. Submergence is the only method whereby the air supply 
can be cut off. The requisite amount of moisture is almost as 
universally present as heat. Therefore, complete and constant 
saturation is absolutely necessary to assure permanence in 
wood piling. 

IMPORTANCE OF CONSTANT SATURATION OF 
WOOD PILING 

The importance of constant saturation as a factor in the per- 
manence of wood piling is indicated by the stress laid upon it 
by building and engineering authorities. Freitag'" states: 
" Wherever piles are employed for foundations, it is obviously 
of the utmost importance to establish the permanent water level, 
in order that the piles may be always below this line. " He 
states furthermore : " Great care is necessary to see that the 
piles are not badly injured in driving, and that the upper por- 
tions are never exposed to alternate wet or dr^ conditions. " 
Pattonf states: "Timber .... if under water or in wet 
or even constantly moist ground .... can be relied upon 
for foundations of permanent structures, as it will not rot when 
constantly wet." KidderJ states: "When it is re- 

* "Architectural Engineering," fcy Joseph Kendall Freilag. 

t "A Practical Treatise on Foundations," fcp IV. M. Patton. 

i "Architects' and Builders' PocI(et-boo}i," fcp Franlf E. Kidder. 



[ 39 



RAYMOND CONCRETE PILE COMPANY 




M.. p: WM 


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TYPICAL EFFECTS OF OVER-DRIVING UPON WOOD PILING. PILES EXHUMED 
ALONG THE NORFOLK & WESTERN RAILWAY. NEAR COLUMBUS 

(See page 33) 



I 40 ] 



ECONOMY OF CONCRETE PILING 

quired to build upon a compressible soil that is constantly sat- 
urated with water and of considerable depth, the most practic- 
able method of obtaining a solid and enduring foundation 
. . . . is by drivmg piles. " The agreement of these various 
authorities on the point that constant saturation is necessary in 
order to ensure the permanence of wood piles well indicates its 
importance. Furthermore, their insistence upon this point 
implies or strongly suggests that under certain conditions it is 
difficult to be certain of permanent saturation. 

CONDITIONS THAT MENACE CONSTANT 
SATURATION 

That wood piling will remain permanent, if constantly saturated 
or submerged, has been proven by the specimens exhumed in 
Europe by archaeologists and others. But, the difficulty of 
maintaining the saturation of piling is a problem that is becoming 
more and more serious, due to certain unavoidable causes. 

In an editorial entitled, "Wood Piling and Ground Water 
Level," Engineering-Contracting '"'' states, apropos of the 
foregoing problem : 

A point not so often allowed for as it should be in planning the use of 
wooden piles is the change in water level that is likely to occur, particu- 
larly in large cities, where sewers, subways and other structures affecting 
underground water levels are continually being constructed. Wooden 
piling to be pyermanent must be entirely below water and engineers plan 
their permanent pile structures always with this in mind. It cannot be 
too confidently assumed, however, that piles whose tops are well below 
water when the foundation is built will still be below water level a few 
years later. 

This fact is being continually brought to mind by re-building work going 
on in New York, Chicago, and other large cities. Bulkheads built at 
certain points along the Chicago River, of piles capped with concrete and 
having the piles submerged when built, now show the pile tops exposed. 
Changes in the drainage conditions have lowered the water level. In 
tearing down recently a building constructed some ten years ago in Mil- 
waukee, on pile foundations, the pile tops were found some three feet 
above the water level, though when the building was constructed they 

* " Engineejing-Conhacting," Chicago, April 1 3, 1910. 

[41 ] 



RAYMOND CONCRETE PILE COMPANY 



./.f .^r^ * s 




DAMAGE INFLICTED BY THE TEREDO UPON WOOD PILING ALONG THE 
PACIFIC COAST 

(See page 33 ) 

[42 ] 



ECONOMY OF CONCRETE PILING 

had been placed below it. The sewerage and drainage work of the inter- 
vening years had lowered the original water level. 

The lesson of these occurrences is obvious, for no one can doubt that they 
represent quite common conditions. Ground water levels depend en- 
tirely on drainage conditions and in cities drainage conditions are sel- 
dom the same for any long time. The engineer who puts in perman- 
ent pile work, therefore, runs a hazard of having it exposed to rot by 
succeeding constructions affecting ground water levels, unless he is very 
certain of his conditions. 

An article published in Cement Age''' under the heading of 
"Prevention and Cure of Weak Foundations," not only 
reiterates the warning conveyed by Engineering -Contracting, 
but goes further in describing some specific instances of build- 
ings settling as a direct result of wood piling foundations im- 
paired through changes in ground water levels. 

The writer of the article states : 

As the demand for consistent economy in design and construction of 
buildings increases, attention is being drawn to the all important subject 
of foundations. The settlement observed in many important buildings 
during recent years and the great cost of the repairs made necessary, to 
say nothing of the danger and risk involved, have contributed to make a 
consideration of the subject not only interesting and timely, but of vital 
importance to those concerned, whether owners, architects or builders. 
For buildings that could not well be founded on solid rock, and whose 
dimensions did not warrant the use of pneumatic caissons, it has been 
customary to rest footings upon the heads of wood piles sawed off below 
the ground water level and spaced to distribute the load according to 
the estimated safe bearing power. Such foundations were considered 
economical and satisfactory, and it is only during recent years that the 
many failures of wood pile foundations raised a serious question as to 
their economy in important building operations. 

Wood piles form a satisfactory foundation as long as they are below the 
ground water level, but when the water level lowers and the piles are 
exposed to the atmosphere, they deteriorate rapidly, often involving seri- 
ous risks, and invariably necessitating expensive repairs. Such condi- 
tions have become much too prevalent and it is most gratifying to know 
that modern engineering has developed efficient and economical methods 
of prevention as well as cure for these dangerous and costly troubles. 
The principal cause for the weakening of wood pile foundations is the 

* "Cement Age," Nerv York, April, 1910. 



[43 



RAYMOND CONCRETE PILE COMPANY 




(J 
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[44] 



EC O N O M Y OF CONCRETE PILING 

changes in underground water levels. In open country the water table 
is maintained at a fairly uniform level, because there are no artificial 
causes to disturb the permanence of the supply. In cities, however, the 
condition is wholly changed, because roofs and pavements divert the 
natural surface drainage and underground works often change the course 
of streams so that the ground water level is subject to marked variations. 

As an illustration of the change of the ground water level and its effect 
upon wood pile foundations, some cases in New York City may be cited. 
At the site of the Tombs and surrounding buildings, formerly existed a 
deep fresh water pond, fed by numerous springs. It was called by the 
Dutch "Kalch Hook" (Shell Point), later corrupted by the English 
into "Collect" by which name it has since been known. During the 
construction of the subway on Centre Street the tunnel passed through 
the site of the old Collect Pond and considerable water was encountered, 
which had to be removed by pumping. The pumps were located about 
25 feet below the curb and the pumping operation extended over a period 
of ten or twelve months. 

Near the same street, a 7-story brick warehouse showed evidences of 
settlement. When the building was erected about 1 6 years ago, the piles 
were cut off about I feet below curb level, an elevation which was then 
below mean ground water level. Since then, the ground water level 
has been lowered from 5 to 1 feet in this locality by heavy pumping 
cind drainage, chiefly in connection with the excavations and constructions 
for the subway through Centre Street. 

Within the last two years the foundations of this building settled about 
2 inches. Investigations showed that the tops of the piles were about 8 
feet above the present ground water level, and were no longer protected 
by saturation, so that decay had commenced which might, in time, ser- 
iously imperil the stability of the building. 

It is believed that with cessation of pumping for the subway, the lowering 
of ground water level will not only cease, but may be reversed, so that 
in time the level may rise part way at least to its former elevation. It 
was, therefore, considered that the safety of the building would be suf- 
ficiently insured by safeguarding that portion of the foundations between 
the bottom of the concrete footings and the present ground water level, 
below which the piles are durable and efficient. To accomplish this it 
was determined to cut the piles down 5 feet and to extend the present 
concrete footings down to rest on their lowered tops. This was done at 
great expense to the owner, the walls were needled, the earth below them 
excavated, and piles cut off and new concrete footings placed upon the 
piles after they had been cut off at the lower elevation. 

A remarkable instance of the lowering of the water level away from 
pile foundation because of tunnel construction occurred at the old 



[ 45 ] 



RAYMOND CONCRETE PILE COMPANY 




146] 



ECONOMY OF CONCRETE PILING 

Cambridge Hall Building, Thirty-third Street, directly opposite the 
Waldorf Hotel. The Thirty-third Street wall of this building was 
supported on wooden piles. Settlement took place in the building during 
the construction of the Thirty-third Street crosstown tunnels, which went 
directly in front of the building. 

After the tunnel excavation had been completed, and the permanent ma- 
sonry lining built in place, it was thought that the stream which had been 
flowing into the tunnel the year before would back up and again sub- 
merge the piles. The borings, however, indicated that this was not so, 
for the tunnel had in some manner effectually and permanently diverted 
the old stream and lowered the ground water level. 

The roof of the tunnel at this pomt was m rock and the piles supportmg 
the north wall of the building rested on the rock. When the contract 
was let for the underpinning, the contractor expected to encounter water 
and to sink the cylinders under the wall by the pneumatic process. When 
the work was done, however, no water was found, the cylinder went down 
in the dry, and the underpinning was, therefore, a very simple matter. 
It showed, however, that the water table had been lowered on account of 
the tunnel construction about 24 feet. The underpinning and mainten- 
ance of this wall cost the owner about $40,000. 

Innumerable cases of foundations weakened by this cause are continually 
coming to light, and with the demands for higher buildings and greater 
foundation loads, old foundations must be strengthened even in the ab- 
sence of this water level trouble. Modern buildings, especially in New 
York City, require greater support that can ordinarily be secured by wood 
piles, depending chiefly on friction for the bearing power, and engineering 
skill is rapidly solving these new problems by inventions involving both 
new forms and new methods for foundation work. 

The writer then enumerates the preventive methods available for 
use in guarding against the arising of conditions of the nature 
described. He states : 

Prevention of the unsatisfactory conditions resulting from the use of 
wood piles is found in the substitution of concrete or other artificial sup- 
ports which are unaffected by changes in water level and which may be 
made strong enough to carry the loads required. 

Concrete piles have been coming rapidly to the front as combining the 
necessary elements to most successfully solve this problem. Unaffected 
by vater conditions, they may be made of almost any strength desired 
and in their many forms of construction and methods of placing, are 
adv-pted to nearly all conditions of foundation work. 



f 47 ] 



RAYMOND CONCRETE PILE COMPANY 




M 




[48] 



ECONOMY OF CONCRETE PILING 

The construction of a big intercepting sewer in Boston lowered 
the level of constant immersion of the wood piles of numerous 
buildings. As a result, many of these buildings had to be 
underpinned at considerable expense. Even in New Orleans, 
where the city proper is below the level of the Mississippi 
River, the new deep sewers have so changed the water level as 
to drain the tops of wood piles there. In one particularly 
notable case, these new sewers lowered the water level suffici- 
ently to expose the wood piles in the foundations of a million- 
dollar building, for 5 ft. of their length. 

In some cases, in order to overcome the drainage of the soil, 
sprinkler systems have been installed to keep wood piles satu- 
rated. Such an arrangement is, of course, only a make-shift. 
A more permanent method is required to guard against the 
settlement, if not collapse, of the buildings supported by the 
impaired wood piling. 

Many buildings along the water fronts of our large cities are 
erected on wood piles driven in soil whose saturation is depen- 
dent upon the flow of the tides. The filling-in of land between 
such buildings and the body of water near which they are 
located, has in many cases, worked havoc with the wood piles 
by cutting them off from their source of saturation — the tides. 
The drainage of Lake Texcocco, near Mexico City, has brought 
about a corresponding lowering of the water level in the city. 
The result has been the settlement of a large number of 
structures supported by wood pile foundations. The construc- 
tion of deep foundations alongside of more shallow ones ; and 
the diversion of springs encountered in excavations for various 
purposes are additional dangers that threaten, through soil 
drainage, the integrity of wood pile foundations. 

The dropping of the assumed water level is a local condition that 
may make wood piling dear at any price, and even if there were 
no other advantages, would give the preference to concrete piling. 

INFLUENCE OF WATER LINE UPON COST OF PILING 
In general, if it should be necessary to lower the footings for 
wood piles only 3 ft. on account of the water line, it is cheap- 



[ 49 



RAYMOND CONCRETE PILE COMPANY 






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I 50 1 



ECONOMY OF CONCRETE PILING 

er to use concrete piles. The lower the water line below the 
necessary depth of the cellar or basement, the greater is the 
saving effected through the use of concrete piles, for, the lower 
the foundation footings are carried, the greater becomes the cost 
of these footings, and the greater the cost of excavation, shoring 
or underpinning, sheeting and pumping, during the construction 
period. With concrete piles there is practically no excavation 
necessary below the basement level, except to give sufficient 
depth to the footing to distribute the load. Furthermore, 
pumping is eliminated and little or no sheeting or shoring is 
required. 

Therefore, though wood piles are considerably cheaper than 
concrete piles for the same bearing power, yet the advan- 
tage of permanence will offset this difference in cost, if the low 
water line at which the wood piles must be cut off is such that 
3 ft. of concrete can be saved. Add to this the fact of the 
uncertainty of the maintenance of the water line at the required 
level, and the balance of the scales is overwhelmingly in favor of 
concrete piles. 

SAVING IN TIME EFFECTED THROUGH THE USE OF 
CONCRETE PILES 

In a large majority of cases, there is a considerable saving of 
time effected through the use of concrete in place of wood pil- 
ing. This saving comes from the elimination of excavation, 
shoring or underpinning, sheeting, pumping and the sawing-off 
of piles. A concrete pile driving plant is assembled in prac- 
tically the same length of time as a wood pile outfit. In using 
concrete piles, there is generally about one-half the number of 
piles to be driven and much time is saved in this way alone. 

Rapidity of work is always more or less governed by local 
conditions, such as the character of the soil to be penetrated, 
and the length and spacing of the piles. It is therefore impos- 
sible to give accurate figures that will apply to all conditions 
under which concrete piles are placed. The extent of the in- 
fluence of local conditions is shown by the wide variation in the 



[51 



RAYMOND CONCRETE PILE COMPANY 




I 52 ] 



EC O N O M Y OF CONCRETE PILING 

number of Raymond piles that can be placed by one driver per 
day, this number ranging from 10 to 40. The considerable 
reduction in the size of the concrete pile capping is another 
item contnbutmg toward the savmg of time. 
Shortening the time of construction means a gain in rent — or 
return on the mvestment represented by the finished buildmg — 
a factor often lost sight of by prospective builders. In a number 
of instances, the rent for the time saved by the use of concrete 
piles over any other form of foundation, has actually paid for 
the foundation itself. 

THE ADVANTAGES OF CONCRETE PILES OVER 
SPREAD FOUNDATIONS 

The continued substitution of concrete piles for spread footings 
is an evidence of the increasing appreciation by the engineer 
that it is better engineering and often economical to adopt the 
newer form of construction. 

We have recently re-designed the foundations for a large indus- 
trial plant where the original plans called for heavy spread 
footings. The change resulted in a saving of many thousands of 
dollars and in securing a foundation proof against settlement. 

Within the last year there have been notable instances of im- 
portant structures resting on spread footings showing uneven 
settlement. This is illustrated by a large grain elevator in one 
of the middle Western states which was built on spread foot- 
ings. The engineer had considered concrete piles, but spread 
footings were adopted on account of the slight saving thereby 
effected in the total cost of the structure. Although the eleva- 
tor has been completed less than a year, it is now 10 ins. 
out of plumb and probably will have to be rebuilt eventually. 
Raymond concrete piles entirely obviate such difficulties, since 
each pile fas previously explained herein) is tested at the time 
it is placed. If unsubstantial soil is encountered, the core is 
driven until proper resistance is developed. 
An important consideration which engineers are apt to overlook 
is the decrease in the unit pressures on the soil effected through 



[53 



RAYMOND CONCRETE PILE COMPANY 




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154 ] 



ECONOMY OF CONCRETE PILING 

the use of smaller and lighter foundations. Not only is the 
weight of the extra concrete eliminated but also the weight of 
the superimposed earth or back fill which must be considered 
in well designed foundations. 

It is generally expected that spread footings will show more or 
less settlement. In scientific design, every effort is made to 
have that settlement uniform. 

Our motto, however, is No Settlement. 



[55 ] 



RAYMOND CONCRETE FILE COMPANY 




Haskins ci" Barnes, Aiu Inl,, i^. 

STANDARD OIL COMPANY OFFICE BUILDING, BALTIMORE 
BUILT ON RAYMOND CONCRETE PILES 



[56] 



SOME ILLUSTRATIONS OF THE INITIAL 
ECONOMY OF RAYMOND PILES 

U. S. NAVAL ACADEMY. ANNAPOLIS 

A CASE in point illustrating the initial economy of Raymond 
"'*■ piles is offered by the foundations of the academic group of 
buildings at the U.S. Naval Academy, Annapolis.'-' Certain por- 
tions of the $ 1 0,000,000 appropriation made by Congress for re- 
buildmg the Naval Academy were alloted to the various buildings. 
When the bids for the academic group were opened, the lowest, 
that of John Pierce, of New York, was found to far exceed the 
$1,500,000 allotted for the group, and some method had to be 
resorted to, which would reduce the cost and still preserve the 
general plan of the buildmgs. Raymond piles were sug- 
gested, and upon investigation it was found that by substitut- 
ing them for the wood piles shown in the original plans, the 
cost would be reduced about $27,000. 

The following reductions in the foundations of the two buildings 
were effected through the use of concrete piles: 2,193 wood 
piles were replaced by 885 Raymond piles ; 4,542 yds. 
of excavation were reduced to 1,038 yds., saving 3,504 
yds., and 3,250 yds. of concrete footings were reduced to 986 
yds., saving 2,264 yds. 

With wood piles, after excavating to mean low water, shoring 
and pumping would have been necessary in all trenches, and 
this saving was estimated at $4,000. A schedule of changes 
showing the saving effected through the use of concrete piles is 
given in the following table : 



* "Concrete Piles at the United States Naval Academ))" b)} Walter R. Harper, 
C. E., Inspector in charge of the Academic Croup, U.S. Naval Academy, 
"Engineering Record," March 4, 1905. 



[ 57 



RAYMOND CONCRETE PILE COMPANY 




[ 58 1 



INITIAL ECONOMY OF RAYMOND PILES 

COMPARATIVE COST OF WOOD AND CONCRETE PILES. 

Wood Piles 

2, 1 93 piles at $9.50 $20,835.50 

4.542 cu. yd. exc'vtn " .40 1.816.80 

3,250 •• concrete " 8.00 26.000.00 

5.222 lb. I-beams " .04 208.88 

Shoring and pumping 4,000.00 

ToT.AL COST $52,861.18 

Concrele Piles 

855 piles at $20.00 $17,100.00 

1.038 cu. yd. exc'vtn •• .40 415.00 

986 ■' concrete " 8.00 7,888.00 
Shormg and pumpmg 



Total cost $25,403.00 



Difference in cost $27,458.18 

The saving in the cost of the foundations by the use of concrete 
piles was $27,458.18, or more than half of the original cost of 
the foundations as designed with wood piles. 

REINFORCED CONCRETE CONDUITS 

Another instance that illustrates the economy of concrete piling 
is offered by the method employed in supporting a vitrified duct 
conduit, about 1,150 ft. long, that was built for the Long 
Island R. R. '■' The soil across which the conduit line was 
to be built was originally a salt marsh and except where filling 
had been done for city streets or to support railroad tracks, the 
soft quaking mud was about 30 ft. deep. 

Various supports were suggested, but the choice finally lay 
between a support of plain concrete upon closely spaced wood 
piles, and one of reinforced concrete upon widely spaced Ray- 
mond piles. Ths former would have required a trench 10 
to 13 ft. deep in very wet muck in order to keep the tops 
of the piles below the probable permanent ground- water level ; 
and as it was desirable to locate the ducts as high above the 
present ground-water level as possible, in order to avoid the 



* " ReinfoTced-ConcTete Conduits for Electric Cables; Long Island R. R," by 
Frederick Auruansen, Assistant Bridge Engineer, L. I. R. R., "Engineering News," 
July, 23, 1908. 



[59 ] 



RAYMOND CONCRETE PILE COMPANY 




[ 60 ] 



INITIAL ECONOMY OF RAYMOND PILES 

difficulty and expense of drainage during construction, a large 
and expensive intermediate mass of concrete would have been 
required— the wood piles being, of course, permanent construc- 
tion only when immersed. By using Raymond piles the 
trench had to be but 6 ft. deep ; the most difficult part of 
the excavation was thus avoided; the quantity of concrete re- 
duced to a minimum ; and the progress of the work facilitated 
accordingly, a highly important factor in the middle of Decem- 
ber, 1907, when the work was begun. 



[ 61 ] 



RAYMOND CONCRETE PILE COMPANY 




[ 62 ] 



SPECIFICATIONS FOR RAYMOND 
PILES 

WE are frequently requested by architects and engineers 
who wish to be certain of securing satisfactory concrete 
pile work, to submit a specification for Raymond piles. If 
" Raymond Concrete Piles" are called for, this is, of course, 
sufficient. If, however, it is for any reason undesirable to name 
them specifically, the following points should be covered : 

(1) The use of a shell or form which (a) remains in the ground, 
which (b) is of sufficient strength and rigidity to withstand the 
back pressure of the soil after the driving form has been with- 
drawn, and which (c) can be easily inspected to ascertain its 
condition before the concrete is placed in it. 

(2) No driving on the concrete. 

(3) Concrete shall be composed of one part good Portland cement, three 
parts sharp sand, and five parts crushed stone or gravel which will 
pass a I !/2 in. ring. To be thoroughly mixed in accordance with 
the best practice. 



[63 



RAYMOND CONCRETE PILE COMPANY 




[64 ] 



CONCRETE DOCKS, BULKHEADS AND 
SIMILAR STRUCTURES 

"VV/HILE our work is primarily the construction of concrete 
^^ pile foundations, we have had considerable experience in 
the designing and building of concrete docks, bulkheads and 
similar types of structures. Among the more notable contracts 
that we have executed along this line are the new boardwalk at 
Atlantic City, N. J., the new municipal docks at Baltimore, the 
concrete docks and bulkheads for the American Tobacco 
Company, the Maryland Steel Company and the International 
Harvester Company, and the revetment for the U. S. Govern- 
ment along the Missouri River, at Elwood, Kansas. 

THE NEW ATLANTIC CITY BOARDWALK 

The boardwalk is Atlantic City's most widely known recrea- 
tion feature. Recognizing this fact, the city has spared neither 
trouble nor expense to make the boardwalk the finest structure 
of its kind in the world. As a result of this policy the walk 
has developed from an irregular, uneven plank walk, maintained 
by private individuals and subject to frequent washouts by the 
sea, into a broad, level promenade. 

In 1 896, the greater part of the walk was rebuilt, steel piling 
and caps being substituted for the wood piles previously em- 
ployed. The moist, salt air of Atlantic City corrodes iron or 
steel with amazing rapidity and the fine sand which drifts like 
snow in every wind forms a most effective sand blast in 
removing any protective coating of paint. In 1907, it was 
decided to re-locate a section of the boardwalk near the Inlet, 
where the ocean had receded some 400 ft. 

By this time, the steel under the old boardwalk had become 
corroded to such an extent as to make its safety doubtful. In 
addition, the blistered and scaly appearance of the metal made 
the structure unsightly. Concrete piling had been used effect- 
ively under some of the amusement piers, and therefore, from 



[65 ] 



RAYMOND CONCRETE PILE COMPANY 





[66] 



CONCRETE DOCKS AND BULKHEADS 

both practical and esthetic viewpoints, it appeared to those in 
charge of the work as best adapted for the new construction. 
Plans and specifications were drawn up by J. W. Hackney, 
city engineer, bids invited, and in January, 1908, we were 
awarded the contract. 

The concrete piles supporting the new boardwalk were 
especially designed with a view to best meeting local conditions. 
As the boardwalk forms part of an architectural scheme for 
beautifying the city, it was essential that the piles be round 
and cylindrical, ornamental as well as useful. 

The piles are 1 6 ins. in diameter and of two lengths, 28 ft. 
and 32 ft., the shorter ones being used in the more protected 
portions of the walk and the longer ones in sections where the 
chances of erosion were greater. The elevation of the deck 
of the walk is 1 5 ft. above mean low water, the piles being 
driven 15 or 19 ft. below this point, depending upon the 
location. This gives a depth in the sand of from 20 to 25 ft., 
and precludes any likelihood of the piles being disturbed by 
storms or the shifting of the beach from the action of wind and 
sea. The piles were cast in vertical molds and sunk with a 
water jet. Their settlement into place was assisted by a 
heavy drop hammer. 

The walk is 41 ft. wide for a distance of 600 ft., and then 
narrows down to 21 ft. The wider section is supported on 
four pile bents, 20 ft. on centers, the piles being 10 ft. on 
centers, and the narrow section on two pile bents with the same 
spacing. The concrete caps or girders are 8 1 -2 x 24 ins. 
in section, with a 5-ft. cantilever at each end. The design is 
simple, but the proportion and general effect are pleasing. 

THE MISSOURI RIVER REVETMENT 

The timber-pile dikes used so extensively by the United States 
Government in connection with brush mattresses and stone 
ballast as revetment to protect the banks of the Missouri River 
from scour, have been found to decay, after seven to ten years' 
service, in that portion of the structure above the water line. 



[67 ] 



RAYMOND CONCRETE PILE COMPANY 




168] 



CONCRETE DOCKS AND BULKHEADS 

As a result, they must then be repaired substantially, thus in- 
volving a large maintenance expense. It is apparent that a 
concrete-pile dike would not only be practically free from de- 
terioration due to exposure, but in addition would be less 
readily injured by flood, floating ice or drift. 
In order to make a practical test of the adaptability of such 
construction, Capt. Edward H. Schulz, Corps of Engineers, U. 
S. A., awarded us the contract to rebuild a portion of one of 
the old timber dikes near Elwood, Kansas, with concrete. 
The total length of the dike constructed is 1 50 ft., of which 40 
ft. nearest the shore is of the usual timber design and the off- 
shore 110 ft. of concrete piles. The latter are in 32-ft. to 
50-ft. lengths, and were jetted to an average penetration of 21 
ft., their tops being 10 ft. above low water. They are 14 
ins. square at the top and 8 ins. square at the bottom. 
Each pile is reinforced with four I -in. square steel rods ex- 
tending the length of it, with single 1-4-in. rods, 18 ins. 
apart on centers, as ties. The piles were molded on a fore- 
shore, at an elevation of about 6 ft. above the deck of a 
barge in the river. 

THE NEW BALTIMORE DOCKS 

Previous to the fire of 1904 the city of Baltimore owned but 
little water-front and no important piers in its harbor on the 
Patapsco River. During the reconstruction which followed 
the fire, an opportunity arose and was prompdy embraced for 
the inauguration of many important municipal improvements. 
These included the adoption of a liberal harbor policy, the 
acquisition of a large amount of valuable land and water 
privileges, and the inception of an extensive system of docks 
and piers for the accommodation of existing navigation and 
provision for a large future increase. 

Six modern docks and piers were originally planned for the 
upper part of the harbor, but later on two others were added, 
making a total of eight. Careful records were kept of the 
actual cost of construction of piers 1 , 2 and 3. In view of the 
market price of materials used, the much larger quantity of 
dredging involved for the required depths in the slips, the 



69] 



RAYMOND CONCRETE PILE COMPANY 




[ 70 ] 



CONCRETE DOCKS AND BULKHEADS 

underpinning for adjacent buildings on Pratt Street and East 
Falls Avenue, and the protection necessary for the existing 
buildings of tenants on pier 4, it was found that the cost of 
similar construction for new piers 4, 5 and 6 would be consid- 
erably in excess of the estimate for a steel and concrete 
structure. Moreover, the durability of the latter will be much 
greater than that of the former, on account of its immunity from 
the teredo, which, although now absent in the harbor, is ex- 
pected to infest it within a very few years, when the water 
shall have become purified by the operation of the municipal 
sewage disposal works. 

Piers 4, 5 and 6 are all of a uniform type of construction, de- 
signed by Mr. Oscar F. Lackey, harbor engineer of Baltimore, 
who, together with Mr. E. C. Lawrence, principal assistant 
engineer in charge of construction, likewise supervised the 
work. They consist of solid earth fill, retained on the sides 
and ends by reinforced concrete sheet pile walls penetrating 
below the dredged bottom of the slip and supported at their 
upper end by steel and concrete horizontal girders. These 
girders are anchored to Raymond reinforced piles and 
supported at their ends on steel and concrete cylinders 
about 25 ft, apart on centers. The general contract for the 
work was awarded to the Sanford & Brooks Company, of 
Baltimore, while the contract for all of the concrete work was 
awarded to the Raymond Concrete Pile Company. 

Work on piers 4, 5 and 6 was commenced in April, 1908, by 
wrecking the old piers and structures which formerly occupied 
the site, and dredging to a depth of 1 5 ft. along the faces of 
the piers, thus providing trenches in which to sink the cylinders 
and sheet piles. The soil consists of mud, fine gravel and 
sand to a depth of about 22 ft. below mean low water, 
beyond which there is very coarse gravel, which forms a 
satisfactory footing for the cylinders and piles. 

The sheet piles, made after our designs, were cast at the site in 
ordinary wood molds, and after seasoning not less than 28 
days, delivered by a derrick scow to the leads of a floating pile 
driver. After being carefully aligned they were forced into the 



[71 ] 



RAYMOND CONCRETE PILE COMPANY 




[ 72 



CONCRETE DOCKS AND BULKHEADS 

mud to a stable position by a water jet and the weight of a 
6,000-lb. hammer seated on them. 

After the completion of the sheet pilmg, the wall girders were 
set, and a 6-ins. concrete wall built parallel with it 3^^ ft. away 
in the clear, vv^hich is practically an extension of the sheet piles 
carrying it between cylinders. The concrete floor is supported 
on the wall and on the parallel girder, and after its completion 
the face wall was built on it, the fender piles driven, and the 
back-fill, grading and paving completed. 

The principal items in the foregoing work included 440 cylin- 
ders weighing 3,080 tons, about 14,000 cu. yds. of concrete in 
cylinders, 24,300 lineal ft. of Raymond reinforced tie piles, 
41,700 sq. ft. of reinforced concrete floor, 56,000 lbs. of 
bolts and straps, 46,400 lineal ft. of fender piles, 1,112,000 
yds. of dredging, and 220,000 surface ft. of reinforced concrete 
sheet piling. 

THE ADVANTAGES OF CONCRETE DOCKS AND 
BULKHEADS 

The concrete docks that we built at Baltimore are the first of 
their type to be built anywhere. They represent the results of 
exhaustive investigations carried on by engineers both here and 
abroad. The recognition of the many advantages inherent in 
this type of construction is reflected by the contracts for similar 
work that have been awarded to us by the American Tobacco 
Company, the International Harvester Company and the Mary- 
land Steel Company. In this connection it is interesting to note 
that the International Harvester Company, with its miles of 
bulkheads along the Chicago River, is one of the first corpora- 
tions to recognize the advantages of all-concrete construction for 
this class of work. 

A concrete dock or bulkhead is a permanent structure. In fact, 
it grows stronger as time passes. It is proof against the ele- 
ments, fire, decay, vermin and the attacks of boring animals. 
It is readily kept clean. It requires no upkeep, no insurance, 
no annual charging-off for depreciation. It represents an invest- 
ment that appreciates in value year by year. 



[ 73 ] 



RAYMOND CONCRETE PILE COMPANY 




CONCRETE SHEET PILING FOR MARYLAND STEEL COMPANY 'S ORE DOCK; 
CURING AND IN PLACE 

(See page 77 ) 



[74] 



CONCRETE DOCKS AND BULKHEADS 

A wooden dock or bulkhead is but a temporary structure. 
No matter how much is spent for its maintenance, ultimate- 
ly it must decay or disintegrate. How long this will take 
depends entirely upon the usage to which it is subjected and to 
the amount of mamtenance bestowed upon it. Consequently, 
no matter how cheap a wooden dock or bulkhead may be 
initially, its maintenance will sooner or later increase its cost to 
a point that makes it decidedly unattractive, if not prohibitive, 
as an investment. 

THE AMERICAN TOBACCO COMPANY'S BULKHEAD 
Durmg the extension of the J. S. Young plant of the American 
Tobacco Company, at Baltimore, more ground was required on 
the water-side of the property for the erection of a new power 
house as well as for coal storage. As the present buildings 
comprising the Young plant were somewhat undermined 
through the deterioration of the wooden bulkheads, and because 
it is the policy of the American Tobacco Company to make all 
of its improvements permanent, all-concrete construction as 
designed by us was decided upon. 

The construction consists essentially of a series of tongue and 
groove concrete sheet piles 1 8 ins. wide and 1 2 ins. thick and 
varying in length from 27 ft. to 36 ft. Superimposed on the 
tops of the sheet piles is a concrete girder connected, by means 
of reinforced concrete ties, with a continuous anchor beam dead- 
man, supported by occasional piles. On account of the prox- 
imity of the bulkhead to some new buildings it was found 
desirable, on certain portions of the bulkhead, to connect the 
ties with the building foundation. All of the buildings placed 
on this bulkhead are supported by Raymond piles. 
Part of the bulkhead was placed from the ground and part 
from the water, the fill behind being made after the bulkhead 
was in place. The depth of the water on the exterior face of 
the bulkhead varies from 1 2 ft. to 25 ft. One side of the 
bulkhead is used for the landing and unloading of coal. The 
type of construction employed increased the present available 
property of the Young plant by the area of a rectangle about 
140 ft. X 200 ft. 



[ 75 



RAYMOND CONCRETE PILE COMPANY 




CONCRETE ORE DOCK IN COURSE OF CONSTRUCTION FOR THE MARYLAND 
STEEL COMPANY, SPARROWS POINT. MARYLAND 



[ 76] 



CONCRETE DOCKS AND BULKHEADS 

THE INTERNATIONAL HARVESTER CO.'S BULKHEAD 
The bulkhead along the Chicago River for the International 
Harvester Company is of practically the same construction as 
that designed by us for the J. S. Young plant except that cross 
buttress walls with tie piles are used at 20-ft. intervals. 
From these buttress walls, reinforced concrete ties extend back 
to cantilever concrete anchor dead-men supported on piles. 
Our initial contract called for a thousand feet of concrete 
bulkheads but several additional contracts awarded us since 
then have increased the total length of this construction to half 
a mile. 

THE MARYLAND STEEL COMPANY'S ORE DOCK 
At its Sparrows Point works, near Baltimore, the Maryland 
Steel Company maintains an extensive dock and unloading plant 
for handling ore between vessels, railroad cars and stock piles. 
Recently the company determined to make permanent improve- 
ments at this point. Being familiar with our dock work at 
Baltimore, it invited us to submit plans and estimates which 
were eventually accepted. The problem involved the con- 
struction of a concrete bulkhead in 30 ft. of water, the bulkhead 
to serve as a foundation for a traveling unloading crane. 

The type of construction adopted consists of a retaining wall 
tied back to an anchorage wall, the two enclosing a fill wide 
enough to afford space for three railroad tracks. The tops of 
the walls serve as foundations for the crane tracks. The retain- 
ing wall, or face of the bulkhead, consists of reinforced concrete 
sheet piles, on the tops of which is built a reinforced concrete 
beam. This beam serves as a foundation for one leg of the 
crane. Buttress walls built at right angles to the face of the 
bulkhead stiffen it against the impact of vessels. The retaining 
and anchorage walls are tied together with reinforced concrete 
ties, supported at two points by concrete piers. 

The essential features of this construction are covered by pat- 
ents now in force and pending patent applications. 



177] 



RAYMOND CONCRETE PILE COMPANY 




[ 78 ] 



SOME USERS OF RAYMOND PILES 

S. S. Beman, Architect, Chicago. 

Edward & W. S. Maxwell, Architects, Montreal. 

J. E. SCHWITZER, Assistant Chief Engineer, Canadian Pacific Railway, 
Winnipeg. 

C. N. MoNSARRAT, Bridge Engineer, Canadian Pacific Railway, Mon- 
treal. 

F. W. CoWIE, Chief Engineer, Harbor Commissioners, Montreal. 

James Knox Taylor, Supervising Architect, U.S. Treasury Depart- 
ment, Washington, D.C. 

Raymond F. Almirall, Architect, New York. 

Ernest FlaGG, Architect, New York. 

A. C. Cunningham, Civil Engineer, U.S. Navy, Washington, D.C. 

Alfred Brooks Fry, Superintendent, U. S. Public Buildings, New 
York. 

E. J. Yard, Chief Engineer, Denver & Rio Grande Railway, Denver. 

F. A. BuRDETT, Engineer, New York. 

Babb, Cook & Willard, Architects, New York. 

G. A. Kimball, Chief Engineer, Boston Elevated Railway, Boston. 
W. S. Twining, Chief Engineer, Philadelphia Rapid Transit Com- 
pany, Philadelphia. 

Cass Gilbert, Architect, New York. 

Robert WiLLISON, City Architect, Denver. 

Frank S. Howell, Civil Engineer, U.S. Immigrant Service, EUis 

Island, N.Y. 
W. A. Otis, Architect, Chicago. 
Patton & Miller, Architects, Chicago. 
Richards, McCaRTY & BuLFORD, Architects, Columbus. 
Laurence Ewald, Architect, St. Louis. 
EsenWEIN & Johnson, Architects, Buffalo. 
Jenney, Mundie & Jensen, Architects, Chicago. 
Barnett, Haynes & Barnett, Architects, St. Louis. 
H. Jordan McKenzie, Architect, New Orleans. 
Diboll, Owen & Goldstein, Architects, New Orleans. 
John LateNSER, Architect, Omaha. 
Wm. Garstang, Superintendent of Motive Power, Big Four Railway, 

Indianapolis. 
Chas. S. Churchill, Chief Engineer, Norfolk & Western Railway, 

Roanoke, Virginia. 
Samuel HannaFORD & Sons, Architects, Cincinnati. 
Mauran & Russell, Architects, St. Louis. 

[ 79 ] 



RAYMOND CONCRETE PILE COMPANY 




[80] 



SOME USERS OF RAYMOND PILES 

Alden -k Harlow, Architects, Pittsburgh. 

J. R. Savage, Chief Engineer, Long Island R.R., Jamaica, L.I. 

Palmer & Hornbostel, Architects, New York and Pittsburgh. 

A. S. KiBBE, Engineer, American Railways Company, Philadelphia. 
Ford, Bacon & Davis, Engineers, New York. 

Pond & Pond, Architects, Chicago. 

B. HuSTACE Simonson, Architect, New York. 

H. M. North, Engineer of Construction, L.S.&M.S. Railway, Cleve- 
land. 

D. H. Perkins, Architect, Chicago. 

Oscar F. Lackey, Harbor Engineer, Baltimore. 

Chas. S. Uebelacker, Chief Engineer, N.Y. City Railway Com- 
pany, New York. 

Fames & Young, Architects, St. Louis. 

Ford & Kendig, Philadelphia. 

RaDCLIFFE & KelLEY, Architects, New York. 

A. C. Hedman, Architect, New York. 

C. B. J. Snyder, Architect, Board of Education, New York. 
John F. Rowland, Jr., Architect, Jersey City. 

C. W. LeavITT, Jr., Architect, New York. 

S. B. ElSENDRATH, Architect, New York. 

Chas. M. Anderson, Architect, Baltimore. 

MaYNICKE & Franke, Architects, New York. 

HaskINS & Barnes, Architects, Baltimore. 

C. M. BarTBERGER & Sons, Architects, Pittsburgh. 

John H. Hackney, Engineer, Atlantic City, New Jersey. 

Chas. Rieger, Architect, Pittsburgh. 

W. E. Walker, Architect, Chicago. 

G. A. Dick, Architect, Milwaukee. 

Stephenson & Wheeler, Architects, New York. 

Thompson & Frohling, Architects, New York. 

BiGELow & Harriman Company, Boston. 

George F. Hardy, Engineer, New York. 

James Gamble Rogers, Architect, New York. 

GUNVALD AUS, Engineer, New York. 

Geo. C. Kimball, Chief Engineer, American Sheet & Tin Plate 
Company, Pittsburgh. 

C. B. Comstock, Architect, New York. 

PuRDY & Henderson, Engineers, New York. 

Philadelphia Cold Storage & Warehousing Company, Phila- 
delphia. 



[81 ] 



RAYMOND CONCRETE PILE COMPANY 




[82 



RAYMOND CONCRETE PILE COMPANY 




[83] 



RAYMOND CONCRETE PILE COMPANY 




[84] 



/■'"./ ^■- /'„„,/. .\,,/ul>r/s. 

EXCHANGE, CHICAGO TELEPHONE COMPANY. CHICAGO 
BUILT ON RAYMOND CONCRETE PILES 



RAYMOND CONCRETE PILE COMPANY 




A. S. Kibbc. Engineer. 
POWER HOUSE, AMERICAN RAILWAYS COMPANY, TYRONE, PENNSYLVANIA 
BUILT ON RAYMOND CONCRETE PILES 



85 ] 



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86 ] 



RAY MOi\ D CONCRETE PILE COMPANY 




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[95 ] 



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mud Sass. .Irclntct. 

RICHMAN REALTY COMPANY OFFICE BUILDING, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 



[96] 



RAYMOND CONCRETE PILE COMPANY 




GAS HOLDER, NEW YORK & RICHMOND GAS COMPANY, CLIFTON, STATEN 

ISLAND, NEW YORK 

BUILT ON RAYMOND CONCRETE PILES 

[97 1 



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RAYMOND CONCRETE PILE COMPANY 




[99] 



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Laurence Eivald, Architect. 

RESIDENCE. DUNCAN JOY. ESQ., ST. LOUIS 
BUILT ON RAYMOND CONCRETE PILES 

[ 100] 



RAYMOND CONCRETE PILE COMPANY 




POWER HOUSE, UNION ELECTRIC COMPANY, DUBUQUE, IOWA 
BUILT ON RAYMOND CONCRETE PILES 



[ 101 ] 



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105 ] 



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Gordon, Tracy & Sicayl'coi,/ . Architects. 

WILLIAMS APARTMENT HOUSE. NEW YORK. 
BUILT ON RAYMOND CONCRETE PILES 



[ 106] 



RAYMOND CONCRETE PILE COMPANY 




Maynicke & Franke, Architects. 

STROHMEYER & ARPE COMPANY LOFT BUILDING, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 



[ 107 



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[ 109] 



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PUBLIC LIBRARY NO 31. NtW '^ORk 
BUILT ON RAYMOND CONCRETE PILES 



[ 110] 



RAYMOND CONCRETE PILE COMPANY 




POWER HOUSE, CONEY ISLAND RAILWAY, BROOKLYN 
BUILT ON RAYMOND CONCRETE PILES 



[ 111 ] 



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I 118] 



Cramp O-^ Co., Engineers. 

STORAGE PLANT. PHILADELPHIA WAREHOUSING & COLD STORAGE 
COMPANY. PHILADELPHIA 
BUILT ON RAYMOND CONCRETE PILES 



RAYMOND CONCRETE PILE COMPANY 




Babb, Cook & Willard, Architects. 

KINDERGARTEN BUILDING, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 



[ 119 1 



RAYMOND CONCRETE PILE COMPANY 




Louis Lock'cood. Architect. 

LINDEKE-WARNER BUILDING. ST. PAUL 
BUILT ON RAYMOND CONCRETE PILES 



[ 120] 



RAYMOND CONCRETE PILE COMPANY 




REINFORCED CONCRETE SAND AND GRAVEL BINS DESIGNED AND BUILT BY 
US FOR THE ARUNDEL SAND & GRAVEL COMPANY, BALTIMORE 



[ 121 ] 



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WAREHOUSE..TRIN1TY CORPORATION, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 



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W. S. Tmimng, Chut Li i , ^u 
POWER HOUSE, PHILADELPHIA RAPID TRANSIT COMPANY, PHILADELPHIA 
BUILT ON RAYMOND CONCRETE PILES 



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MARIETTA CHAIR COMPANY BUILDING. MARIETTA, OHIO 
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Hrucst Flagg, Architect. 

U. S. EXPRESS COMPANY BUILDING. NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 
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DEPEW WAREHOUSE, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 



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.1. J)nk. Architect: 

SEELMAN BUILDING, MILWAUKEE 
BUILT ON RAYMOND CONCRETE PILES 



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ADDITION TO ROME-MILLER HOTEL. OMAHA 
BUILT ON RAYMOND CONCRETE PILES 



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?. Hustace Simonson, Architect. 

HARDER REALTY COMPANY LOFT BUILDING, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 



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EMERSON WAREHOUSE. ST. LOUIS 
BUILT ON RAYMOND CONCRETE PILES 



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WILLOW STREET WAREHOUSE. PHILADELPHIA 
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